Tyre inflation control arrangement

ABSTRACT

A tire pressurization arrangement on a vehicle in which the pressurization of the tire is controlled by a vehicle control unit and the vehicle control unit is notified of a desired tire pressure or desired tire volume. An air flow rate in a supply line to the tire is established so that the time to pressurize the tire to the desired tire pressure/volume is calculable, or the time taken to pressurize the tire to an interval pressure/volume is calculable, said interval pressure/volume being between a current tire pressure/volume and the desired pressure/volume.

BACKGROUND OF THE INVENTION

Field of Invention

This invention relates to a tire pressure control system (TPCS) having arotatable air passage. In particular this invention relates to a tirepressure control system for measuring the tire pressure on anagricultural vehicle, or machine having a rotatable air passage.

Description of Related Art

In order to improve efficiency and safety on an agricultural machine orvehicle such as an agricultural tractor, it is necessary to change tirepressures depending on whether the tractor is operating in fieldconditions or on the road. When operating in the field lower tirepressures are required to reduce ground pressure and compaction and toimprove the grip of the tires with the earth. For road work, higher tirepressures are required to reduce rolling resistance (which affects theeconomy of the tractor) and to reduce heat generation (which affects thesafety of the tractor). So the tire pressure may vary between 0.6 barand 2.5 bar.

Generally, every change of the tire pressure requires an interruption ofthe work operation and also requires further energy when the tire isinflated as the air must be supplied powering air compressors with about10 kW. In terms of efficiency, it is a vital requirement to provide aTPCS process which is optimized regarding its time to function and itsreliability.

Current systems suffer from the fact that the inflation process is notmonitored during inflation and the process is only ended when the setvalue of the tire pressure is reached.

If the TPCS function is interfered by leakages in the system, it is moreor less the operator's duty to interrupt the inflation based on hisexperience and his appraisal if an expected inflation time is exceeded.In this case the inflation process must be aborted due tofailure/leakage. This may result in that the inflation process isaborted too early so that the target pressure value is not reached, orthat thia inflation process is aborted too late so that energy is wastedin supplying air to a leak or a defected valve.

So current TPCS systems require the driver's attention, concentrationand experience to know when an expected inflation time is exceeded elsethe system is inefficient in that it may continue to supply air to aleak or defect in the system and not be noticed for a period of time.

OVERVIEW OF THE INVENTION

It is an object of the present invention to provide an alternative tirepressure control system in which the process of inflation is monitoredautomatically. Therefore, the time taken to inflate or deflate a tire ona vehicle to a desired pressure is determined. In this way the systemcan detect a leakage if the anticipated lime is exceeded. It is afurther aim of the invention to provide a method of inflating ordeflating a tire on a vehicle to a desired pressure.

According to the invention there is provided a tire pressurizationarrangement on a vehicle in which the pressurization of the tire iscontrolled by a vehicle control unit and the vehicle control unit isnotified of a desired tire pressure or desired tire volume,characterized in that an air flow rate in a supply line to the tire isestablished so that the time to pressurize the tire to the desired tirepressure/volume is calculable, or wherein the time taken to pressurizethe tire to an interval pressure/volume is calculable, said intervalpressure/volume being between a current tire pressure/volume and thedesired pressure/volume. With this arrangement, a leakage or malfunctionwithin the arrangement is easily identified if the anticipated time isexceeded.

Preferably, the air flow rate is calculated by taking the pressuredifferential between two points in the arrangement.

Preferably, the arrangement comprises a restriction and the pressuredifferential is measured across the restriction.

Preferably, the arrangement comprises two pressure sensors and thepressure differential is calculated between the two sensors.

Preferably, the arrangement comprises one pressure sensor and thepressure differential is calculated between the sensor 38 andatmospheric pressure.

Preferably, the control unit has access to tire dimensions of more thanone size of tire.

Preferably, the arrangement comprises a control valve between thevehicle air supply and the tire.

Preferably, the tire arrangement comprises a first sensor and a secondpressure sensor arranged on each side of the control valve.

More preferably, the first pressure sensor is positioned in the supplyline between a front and a rear axle of the vehicle and the secondpressure sensor is positioned in the supply line to a left and/or aright tire of the vehicle.

If the calculated time to pressurize the tire to the desired pressure isexceeded, a warning signal may be given. With this arrangement, theinflation process can be automatically aborted in case of a leakagewithout requiring the driver's attention, concentration or experience.This increases the driver's comfort and efficiency.

If the calculated time to pressurize the tire to the desired pressure isexceeded, the control unit may stop deflation or inflation.

Preferably, the control unit is calibrated to take into account thefluid parameters and/or geometry of components within the supply line inthe arrangement during calculations.

According to a further aspect of the invention, there is provided amethod of pressurizing a tire on a vehicle, said vehicle having a tirearrangement comprising an air passage which conducts air from an airsupply to the tire, wherein the pressure differential between two pointsin the arrangement is measured so that the air flow rate is calculableand wherein when a specific tire pressure/volume is desired, the timetaken to achieve the specific pressure/volume is calculated.

Preferably, the pressure differential is also used to calculate the timetaken to achieve an interval tire pressure/volume, said interval tirepressure/volume being a value between a current tire pressure/volumevalue and the specific pressure/volume.

Generally, a tire inflation and deflation system comprises at least onerotatable air passage which is provided on, or within an axle to carryair to and from the tires. The rotatable passage may be connected to afurther air duct for carrying air. The rotatable passage extends betweenrigid, stationary parts which are connected to the vehicle frame, orform a part of the frame, for example an axle housing and rotatingparts, for example, the wheel hubs. Rotating parts such as wheel hubsare equipped with shaft seals which prevent oil from entering the airguiding area of the rotatable passage. Such systems are described in theApplicant's previous UK patent application Nos. GB1021928.5 andGB1021931.9.

Air seals are used to seal a rotatable passage with a contact componenton the outside of the shaft. The rotatable passage is connected to airintake/outtake lines which are connected to an air source. To reduce thewear of the air seals, the sealing lips of the air seals only come intocontact with the contact component when the rotatable air passage ischarged with air during inflation or deflation. When the rotatablepassage is not charged with air, the lips are lifted away from thecontact component.

Problems arise in the rotatable passage if the air seals malfunctionsince air can then pass through the shaft seals and impair theirfunction. A peak in air pressure may lift the shaft seals from theircontact component so that air can pass into the axle housing. Thisresults in a higher pressure level in oil guiding areas which may resultin the following consequences:

-   -   Debris or dust may be brought in the oil guiding areas via        leaked air    -   Seals or bearings may be damaged as lubricating oil is blown out        resulting in higher wear    -   Other seals installed in the vicinity of these oil guiding areas        may be lifted and result in further oil leakage    -   Damaged shaft seals result in oil entering the air guiding area        and in combination with dust may led to blocked ducts and        malfunction.

To overcome these problems, further passages or chambers may be providedas suggested in the Applicant's previous UK patent application Nos. GB1021929.3, 881116851.5 and 881118156.7 in which chambers connected tothe sealing means are connected to ambient pressure or a pressurizationmeans to control the sealing contact of the sealing means with thecontacting component. The chambers discharge any air that has leaked toavoid damage to the shaft seals. These applications are herebyincorporated by reference.

With the arrangements described above, the tire pressure is measured bya pressure meter. However, these arrangements do not offer a reliablesolution as during inflation or deflation, the pressure level in therotatable passage cannot be accurately measured by the pressure meterand the pressure is not always sufficiently high to ensure propersealing contact. This results from the fact that the tire volume isrelatively large on agricultural vehicles and machines compared to thevolumes supplied by the air supply system so that air passes with highvelocity but at a low pressure level, approximately 0.4 to 3 bar.Furthermore, the tire pressure is typically increased or decreased on anagricultural tractor, or agricultural machine as the vehicle or machinemoves over different types of terrain in the fields or moves ontoprepared road surfaces. The required range of tire pressures makes itdifficult to set the air seals to operate at specific pressures. As aconsequence, a good sealing contact cannot be guaranteed every timewhich results in the problems mentioned above.

U.S. Pat. No. 4,804,027 discloses the use of a check valve located in apassage on a non rotatable part between the hub and the axle housing sothat the seals may be pressurized against the contact surface of therotatable part until a pressure is met whereby the check valve thenpermits the flow of pressurized air into a passage in the rotatablepart. The use of the check valve between the hub and axle housingrequires complex structuring of vertical supports either side of eachcontrol valve in the passage of the rotatable part. Further the use of acheck valve means the seals can only seal in under one direction of airflow meaning the arrangement can only be used during inflation ordeflation of the tire. Furthermore, to use the system, the arrangementmust be initially de-pressurized.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described, by way of example only, withreference to the drawings, FIGS. 1 to 5, in which:

FIG. 1 is an axial sectional view through half of a tractor rear axlefitted with a tire inflation feed arrangement in accordance with theinvention,

FIG. 2 is a section through the rear axle of FIG. 1 on a larger scale,

FIG. 3 is part of FIG. 2 on a larger scale,

FIG. 4 shows a pneumatic circuit diagram of the tire pressure controlsystem (TPCS) in accordance with the present invention, and

FIG. 5 shows the pneumatic circuit diagram of FIG. 4 in further detail.

DETAILED DESCRIPTION OF THE INVENTION

Referring to FIGS. 1 to 3, a tractor rear axle 10, half of which isshown in cross-section in FIGS. 1 and 2, has an outer trumpet housing 11within which a driveshaft 12 is supported by bearings 13. Driveshaft 12terminates in a hub flange 14 to which a wheel disc 15 a of a wheel 15is clamped by bolts 16 and a clamping ring 17.

The wheel disc 15 a carries a wheel rim 18 on which a pneumatic tire 19is mounted. The present invention is concerned with a tire inflationsystem for conveying compressed air from the tractor air supply system 4via air control valves mounted on the tractor to the rotating wheel 15and hence via valve 223 mounted on the wheel to the interior of the tire19 via lines 47 and 48. Air supply system 4 provides air to a controlcircuit 230 and supply circuit 220 which are explained in greater detailin FIGS. 4 and 5.

The tire inflation feed arrangement 22 which is shown in greater detailin FIG. 2 is provided with two rotatable air passages. One rotatablepassage comprises a first passage 21 and a first radial feed passage 24.The other rotatable air passage comprises a second passage 23 and asecond radial feed passage 27. Each rotatable air passage extends withinthe shaft 12 from hub 14 to a first and second annular axle zone 12 a,12 b on the outer periphery of shaft 12 respectively. At the hub end ofthe shaft, outside of the hub, shaft and shaft housing, first passage 21connects the rotatable air passage with air supply line 47. Secondpassage 23 is likewise connected to valve 223 by air supply line 44outside of the hub, shaft and shaft housing. First radial feed passage24 extends from first annular zone 12 a to first passage. First andsecond radial feed passages 24, 27 are perpendicularly connected torespective first and second passages 21, 23 which extend inside theenclosed shaft to hub 14. In this way, both the rotatable air passagesare fully enclosed within the rotatable shaft 12 and trumpet housing 11.

A contact component 30 surrounds annular zones 12 a and 12 b and issealed to shaft 12 by seals 30 a. Contact component 30 formed from, orcoated with plastics material such as PTFE or could be made fromstainless steel or could be hardened by nitrogen to resist wear. Radialpassages 24 and 27 emerge through contact component forming first feedthrough chamber 24 a and second feed through chamber 27 a. A holdingelement in the form of a surrounding casing 31 a provided with sealingmeans 31, 32 is attached to the axle housing, or non rotatable part. Thesealing means when in contact with the contact component 30 provides athrough passage with the rotatable; air passage so that when therotatable air passage is pressurized the through passage is alsopressurized and ensures the integrity of the sealing means with thecontact component 30. The seals come into contact with the contact means30 on the axle shaft around annular zones 12 a, 12 b. Pipes 25 and 28extend from the exterior of the axle housing, or non rotatable part ofthe vehicle through the axle housing to the casing 31 a. They may bescrewed to the casing 31 a. With this arrangement there is a free, openpassage from the surface of the axle housing, through pipes 25, 28,through the radial zones 12 a. 12 b, through the rotatable air passageto the hub 14. At the exterior of the axle housing pipes 25 and 28 areprovided with pipe fittings 26, 29 which are connected by respectivelines to supply circuit 220 and control circuit 230. Pipes 25, 28 may bemade from stainless steel, or, brass, or some other non-corrodingmaterial. Pipes 25, 28 and pipe fittings 26, 29 and respective seals toprovide air-tight connection are not shown in FIG. 3 for clarity reasonsand as they are not: relevant for the invention.

Sealing means 31 is mounted in casing 31 a into which pipe 25 isscrewed. Sealing means 31 includes a pair of seals 31 b on either sideof first feed through chamber 24 a which, when first feed throughchamber 24 a is pressurized are forced into sealing contact with thecontact member 30 to seal the flow of air to passages 21,24. A shaftseal 33 is also provided in casing 31 a to prevent the ingress of oiland dirt around axle 12.

Similarly, second sealing means 32 is also mounted in casing 31 a intowhich pipe 28 is screwed. Sealing means 32 includes a pair of seals 32 bare provided on either side of second feed through chamber 27 a which,when second feed through chamber 27 a is pressurized are forced intosealing contact with the contact component 30 to seal the flow of air topassage 23, 27 A shaft seal 34 is also provided in casing 31 a toprevent the ingress of oil and dirt around axle 12.

The two sealing means 31 and 32 are located side by side with shaftseals 33 and 34 axially outermost relative to the two annular axlezones, 12 a and 12 b. A spacer 31 e is built into casing 31 a betweenthe sealing means.

Use of a separate contact component 30 allows relatively easyreplacement of the contact member if it becomes worn due to the contactpressure of sealing means 31 and 32 without the need for replacement ofthe expensive wheel flange 14 and associated shaft 12. Although in theembodiment described the seals 31 and 32 are carried by housing 11 andthe contact member 30 is mounted on shaft 12, this arrangement could bereversed if desired. Furthermore, any other sealing means wherein thesealing contact is provided by pressurizing the respective passage canbe used instead of the embodiment shown in FIGS. 1 to 3. Additionally,the radial passage as shown above could be replaced by an axial feedthrough arrangement as shown in Applicant's patent applicationsGB1016661.9 or 881016662.7.

Referring now to FIG. 4, which details the supply and control circuits220 and 230 respectively on a tractor 1, the tractor 1 is provided with:

left and right front wheels 2 a, 2 b, left and right rear wheels 3 a, 3b, and

a tire pressure control system (TPCS) and a tractor air supply system 4comprising a compressor 4 a, air drier 4 b, a protection valve means 4c.

The tractor air supply system 4 has a compressor 4 a which suppliesconsumers via an air drier 4 b. The air drier 4 b includes a reservoirto store compressed air and a granule cartridge to extract water fromthe air. A pressure limiting valve restricts pressure levels to amaximum of approximately 8.5 bar. Typical consumers are for example, thetractor braking system, the trailer braking system or a front suspension(not shown) in which these consumers are primary consumers as theirfunction is relevant: for safety. A secondary consumer is the TPCS. Aprotection valve means 4 c balances the pressure required to be suppliedto the primary set of consumers and will cut the supply to any consumershould a consumer develop a leak. In this way the integrity of theremaining primary consumers is maintained. Furthermore, protection valvemeans 4 c ensures that supply to primary consumers is prioritized overthe supply to secondary consumers, such as the TPCS.

The tractor air supply system 4 solely serves the purpose to supply airto the TPCS at a specific pressure level, for example 8, 5 bar and at asufficient air flow to ensure acceptable inflation time duringoperation. The term air flow is taken to mean the volume of air per unittime. The tractor air supply system 4 could be replaced by any other airsupply system, for example, a system such as that described in theApplicant's published patent application WO2011/001261, or EP2 340 974which serves the same purpose having an additional compressor parallelto an internal compressor.

The tractor air supply system 4 is connected to the TPCS via an excessflow valve 211 which is set to a minimum pressure level of for example,between 7.1 to 7.5 bar. If the pressure level in the line L1 drops belowthe set level, for example, if a break in the line occurs, theconnection is blocked to protect the tractor air supply system 4 fromcomplete air discharge.

A second connection between the air supply system 4 and TPCS is furtherprovided via a pressure relief valve 212 which limits the pressure inline L2 to a level between 4.5 to 5 bar. The need for this secondpressure level is explained later on.

Generally, the TPCS comprises two separate circuits which represent twofunctions of the system. One circuit is the supply circuit 220 which isdepicted with continuous lines in FIGS. 4 and 5 and which provides anair supply to the tire. This circuit must be capable of high air flowrates at a maximum pressure level to ensure fast inflation of a tire.

A second circuit, control circuit 230 as shown with the broken line isprovided for activating the deflation and inflation process bycomponents of the supply circuit 220 controlled by pilot valves.Compared to the supply circuit 220, the pressure level is reduced bypressure relieve valve 212. In addition, all components of the controlcircuit are specified for smaller air flow as the pilot functionrequires only small air flows. The lower pressure level and air flow incontrol circuit 230 enables the use of smaller and cheaper components,especially valves, which improves procurement, costs and installationspace. Furthermore, the lower pressure level enables higher accuracywhen sensors are installed, as the accuracy is decreased with a greaterrange of operation.

The TPCS is similar for the front and rear axle (and mostly the same foreach tire).

FIG. 5 shows FIG. 4 in greater detail in which the components related torear wheels 3 a, 3 b and to the tractor air supply system 4 have beenomitted.

The supply circuit 220 is provided with two main control valves 221 (oneassigned to front tires 2 a,2 b and the other assigned to rear tires 3a, 3 b) to regulate the pressures in the tires. The main control valves221 have two different: operating conditions and may be controlledpneumatically, or electronically. In a first condition, the supply lines(that is the air supply lines connected to line L1) are connected (forinflation) and a second condition in which the supply lines areconnected to ambient atmosphere (for deflation). Tire supply lines L1 a,L1 b, L1 c and L1 d, connect the first stop valves 22 to each tire. Eachof the first stop valves 222 is connectable to supply line L1 forinflation and to the atmosphere for deflation.

First stop valves 222 are biased by a spring means 222 b and can bemoved into a position 222 a to close the valve (as shown in FIG. 5) andblock air flow, or can be moved to an open position 222 c to allow airflow. The valves 222 may be moved into the open position 222 c againstthe force of spring 222 b pneumatically by charging port 222 d. Aftereach of first stop valves 222, the supply lines branch off to therespective tires 2 a, 2 b and 3 a, 3 b. In each branch air will passthrough first radial feed passage 24 and passage 21 (being part of therotatable passage 240) for inflating and deflating a tire as shown inFIGS. 1 and 2.

Second stop valves 223 are provided which can also be controlledpneumatically and can be moved into two positions, open and closed. Aclosed position 223 a is shown in FIGS. 4 and 5 in which it is biased byspring 223 c to block the air flow to and from the tire. By chargingport 223 d, the valve can be moved against the spring 223 c into an openposition 223 b to connect the interior of the tires 2 a, 2 b, 3 a, 3 bto the supply line.

As described above, the valves 221, 222 and 223 are controlledpneumatically. The control function is provided by control circuit 230.All means for controlling the valves are integrated in a pilot valvemanifold 231 as shown by the dotted lines. Pilot valve manifold 231 isconnected via port 231 a to pressure relief valve 212 to receive air ata reduced pressure level of between 4.5 to 5 bar. Ports 231 b enable thedischarge of air to the atmosphere. Each valve installed within pilotvalve manifold 231 is connected to the respective ports to supply air orto discharge air to the atmosphere. Pilot valve manifold 231 is alsoconnected to the tractor control unit (not shown) to control the TPCS.

Main control valves 221 are pilot controlled by first pilot controlvalves 232 which are designed as a three port/two way valve. Valves 232move into position 232 a against spring 232 b when solenoid 232 c isactivated. When port 232 d is charged with air, port 221 a is alsocharged with air so that main control valve 221 is opened. The valve isbiased in the second position 232 e shown in the figures by spring 232 bwherein port 232 d is connected to the atmosphere so that main controlvalve 221 is moved to a position in which port 221 b is connected withthe atmosphere (for deflation).

In a mid position, main control valve 221 blocks the connection. The midposition is provided if the pressure charged via line 221 c is balancedwith the pressure charged via port 221. Due to the simple and cheapdesign of the valve, this mid position cannot be adjusted permanently,so that valve 221 cannot be provided for controlled blocking of theconnection.

Stop valves 222 are pilot controlled by second pilot control valve 233.Depending on its position, the stop valves 222 are opened or closed. Theposition 233 a of second pilot control valve 233 shown in FIGS. 4 and 5is biased by spring 233 b. If solenoid 233 c is activated, port 233 dand thereby port 222 d is charged with air so that stop valves 222 areopened to position 222 c. In the second position 233 e, port 233 d andthereby port 222 d is connected to the atmosphere and stop valves 222are moved into position 222 a by spring 222 b so that air flow throughstop valves 222 is blocked.

As second stop valves 223 are installed on the tires, the connectingpipes to the pilot valve manifold 231 are much longer compared to tileconnection of main control valves 221 and first stop valves 222. Theoverall resistance due to the rotatable passages and longer lines arelarger. This results in that further third pilot control valves 234 areprovided which have a larger air flow capacity. This greater air flowincreases the pressure peak through the rotatable passage as the secondstop valve blocks the air flow (when in position 223 a) so that the backpressure increases the pressure! level in the rotatable feed through. Asvalves with the demanded larger air flow capacity are not available withsolenoid control or are very expensive and spacious, third pilot controlvalves 234 are also pneumatically pilot controlled and connected to afourth pilot control valve 235 which is similar (referring to air flowcapacity) to first pilot control valve 232 and second pilot controlvalve 233. Fourth pilot control valves 235 is again solenoid-controlled.Thereby third pilot control valves 234 and fourth pilot control valves235 provide a two-stage pilot control for second stop valves 223 workingas following:

Fourth pilot control valves 235 is kept in position 235 a by spring 235b so that port 235 c is connected to ambient. As port 235 c is connectedto port 234 a, third pilot control valves 234 is kept in position 234 b.In this position, port 234 c is connected to ambient so that second stopvalves 223 remain in blocked position 223 a. If solenoid 235 d movesfourth pilot control valves 235 in position 235 e, port 234 a is chargedwith air moving third pilot control valves 234 into open position 234 d.In this position, port 234 c is connected to air source so that secondstop valves 223 is moved to open position 223 b. Third pilot controlvalves 234 and fourth pilot control valves 235 are provided for eachtire.

The details related to the pilot control within the pilot valve manifold231 in general are not relevant for the invention and may be designed invarious layouts. Solenoid-controlled valves replacing valves 221, 222and 223 may obviate the need of any pilot control.

In addition, pilot valve manifold 231 comprise s two pressure sensors38, 39, whereby first pressure sensors 38 are connected in the lineafter first stop valves 222 and second stop valves 223. Second pressuresensor 39 is connected in the line before first stop valves 222 and maincontrol valves 221 of each axle. The function of both sensors isexplained later on.

During operation of the tractor and when the TPCS is in stand-by mode,second stop valves 223 are in closed position 223 a to close the tirevolume.

The term operation of the vehicle or machine is defined herein asmeaning that the vehicle or machine is in a condition that its system orsystems are sufficiently powered to for operation e.g. with the enginerunning. The term shut down of the vehicle is defined herein as meaningthat the vehicle or machine is in a condition that its system or systemsare not sufficiently powered for operation e.g. with ignition key isremoved and the driver leaves the vehicle.

Referring to TPCS the term stand-by mode is defined herein as meaningthat the TPCS is in a condition wherein no change in tire pressure isdone by the driver or an automatic control system but measurements ormonitoring functions may still function. The TPCS Active mode ischaracterized by any change in tire pressure.

If the vehicle is not in operation (shut down), TPCS is also out ofoperation as supply of any electric or pneumatic energy supply is cut.Consequently, in this condition the TPCS is not in stand-by, nor inActive mode.

If the tire pressure is adjusted (by manual input by the driver or anautomatic control system), second stop valves 223 (for the respectivetires) are opened.

If the tires are inflated (tire pressure is increased), main controlvalves 221 are adjusted so that tire is connected to the tractor airsupply system 4 and the tire is charged with air.

Depending on the design, the pressure adjustment may be done in twoways. Firstly main control valves 221 are fully opened until the tirepressure, monitored by first pressure sensor 38, reaches the demandedvalue. Alternatively, main control valves 221 may be opened to aposition corresponding to the required pressure. The tire pressure isfed back via line 221 c and closes when the value is reached. In case ofdeflation, main control valves 221 are moved into a position in whichport 221 b is connected with the atmosphere. Air can be discharged tothe atmosphere until the demanded pressure value, monitored by firstpressure sensor 38, is reached.

Furthermore, the feedback via line 221 c ensures that the pressure levelin the supply circuit after the main control valve 221 does not exceed4.5 to 5 bar as the pressure in line 221 c counteracts against thepressure coming from pilot circuit via port 221 a which is set to amaximum of 4.5 to 5. This balancing ensures that the tires are notcharged with more than 5 bar representing an acceptable level.

So the supply circuit 220 of the TPCS is provided with two differentpressure levels: In between supply system 4 and main control valve 221,the pressure level, hereinafter referred to as tractor supply pressure,can reach up to 8.5 bar while in between main control valve 221 and tire2 a, 2 b, 3 a, 3 c, the pressure level is limited to 5 bar hereinafterreferred as TPCS supply pressure.

At the end of any inflation or deflation process, second stop valves 223are moved to a closed position 223 a.

Tire supply lines L1 a and L1 b are supply lines respectively for thetwo tires 2 a, 2 b on the front axle and are connected to pressuresensor 38. Tire supply lines L1 d and L1 c which are supply lines fortires 3 a, 3 b respectively on the rear axle and are connected toanother pressure sensor 38.

Each supply line L1 a, L1 b, L1 c and L1 d is therefore the pneumaticconnection between the respective valve 223 on each tire 2 a, 2 b, 3 a,3 c and the second valve means 222. Supply line L1 a is permanentlyconnected with supply line L1 b and supply line L1 c is permanentlyconnected with supply line L1 d.

To measure the current tire pressure P_(c) of tire 2 a, the second stopvalve 223 associated with tire 2 b is closed and the second stop valve223 associated with tire 2 a is opened so that air from tire 2 a flowsfrom the tire along supply line L1 a to first stop valve 222. If theopening and closing of the second stop valve 223 is controlled by atractor control unit, the second stop valve 223 can be openedautomatically for a defined period of time before closing to achieve astatic pressure in the respective supply line. The pressure in thesupply line between the tire and the first stop control valve 222 can bemeasured by pressure sensor 38 which represents the pressure in thetire.

In accordance with the invention there is a restricted piece of supplyline, or restriction 225 between stop valves 222 in the air supplysystem 4. The restriction 225 is also connected by line L1 to valve 211.The restriction is used to determine the pressure differential. Thepressure sensor 38 thereby provides the pressure in the supply linebetween the restriction 225 and main control valve 221 while a secondpressure sensor 39 measures the pressure of the other side of therestriction 225. Both sensors are used to calculate the pressuredifferential Δp across the restriction 225. Sensors 38, 39 measure thedynamic pressure within the arrangement.

Main control valve 221 and stop valve 222 are fully opened duringinflation and pressure measurements taken by sensors 38, 39 are notinfluenced as the pneumatic resistance is known and is approximatelyconstant. Using a separate restriction 225 has the major advantage thatthe pressure differential is increased which, increases the accuracy ofthe measurement.

By calculating the pressure differential Δp, the air flow rate Q of theair being supplied to the tire can be calculated. By air flow rate Q, itis meant the volume of air passing a given point per unit time. Therelation of pressure differential, Δp and air flow rate, Q across arestriction depends on various parameters including “fluid viscosity,fluid compressibility and the geometry of the restriction. Thetheoretical basis of the relationship between pressure differential, Δpand air flow rate, Q are described in various publications andconsidered to be general engineering knowledge so that further detailedexplanation is not necessary.

For the embodiment described herein, the parameters can be summarized ina constant, C since the geometry of the restriction is known and remainsconstant and the fluid parameters mentioned above do not varysignificantly within the operational range of the TPCS. This results ina simplified equation:Q=C×√ΔpIf C cannot be considered to be constant, the relation between air flowrate, Q and pressure differential Δp could also be taken from tirecharacteristic maps stored in the tractor control unit or TPCS controlunit.

The tire pressure difference, Δp_(T) which the tire has to be increasedby to achieve the desired pressure, P_(d) is calculated by subtractionof the desired tire pressure, P_(d) from the current tire pressure,P_(c). For a tire with known dimensions, a relationship between the tirepressure difference Δp_(T) and the necessary increase in tire air volumeΔV can be derived in order calculate the volume of air needed to besupplied to achieve the desired tire pressure, P_(d). This relationshipis considered to be general engineering knowledge that the skilledperson would know so that further detailed explanation is not necessary.

A characteristic map is stored in the tractor control unit or TPCScontrol unit which provides the relationship between the tire pressuredifference, Δp_(T) and tire air volume increase, ΔV across theoperational range of the TPCS.

The method used to calculate the time required, t to inflate a tire to adesired pressure is as follows:

-   -   1) The tractor control unit or driver recognizes the need for        pressure adjustment of one of the tires and the desired pressure        P_(d) is entered or selected.    -   2) The tractor control unit determines the difference in tire        pressure Δp_(r) between the current tire pressure, P_(c) and the        desired tire pressure P_(d) using the formula        Δp _(T) =P _(d) −P _(c)    -   3) The tractor control unit or TPCS control unit consults a        characteristic maps assigned to the mounted tire comprising its        tire dimensions and determines the air volume increase, ΔV        needed to effect the tire pressure difference. Δp_(T).    -   4) The control system starts the inflation process by opening        the connection of the respective tire to the supply system as        described hereinafter.    -   5) The air flow rate, Q is determined by measuring the pressure        differential, Δp across the restriction 225 between sensors 38        and 39.    -   6) Knowing the air flow rate, Q the required volume increase, ΔV        can be determined and correlated with an achieved tire pressure        increase ΔP_(Tn), for any period of time. Alternatively, knowing        the air flow rate, Q and the volume air increase, ΔV the time        taken, to achieve the volume increase can be calculated. Even if        the flow rate is not constant (for example, if the air supply is        not constant because the engine speed is changed, or demand of        other consumers is prioritized) the system can calculate a        current volume increase at any time, ΔV_(n) by summing up        previous time periods with measured air flow.    -   7) This may be the last step, if the next step, step 8 is not        utilized. One or more interval measurements is made during        inflation utilizing two different interval measurement methods        A, B (described in detail below). Methods A and B may be used        concurrently. Method A calculates a time for an interval        pressure measurement to be made (that is a chosen pressure        between a current pressure and the desired pressure). The method        compares the calculated pressure value with the measured        pressure value at the calculated time interval. Method B        calculates the pressure value for a pre-determined time        interval. The method compares the calculated pressure value with        the measured pressure value a, the pre-determined time interval.    -   8) If step 7 is not utilized time, t is calculated for the total        time taken to inflate the tire to the desired pressure P_(d).

A) Measurement in Half Step/Decreasing Intervals

The system determines the overall pressure difference Δp_(r) and setsthe first measurement M1 when half the pressure increase Δp_(T1) shouldhave been achieved. As the system knows air flow rate, Q at any time theair volume increase ΔV₁ assigned to Δp_(T1) can be determined so that attime, t₁ pressure measurement M1 is taken. If the measured tirepressure, or measured pressure difference Δp_(T1) exceeds a definedtolerance field of for example ±0.1 bar compared to the calculatedvalues, the system aborts inflation and may generate a warning.

If the measurement M1 was within the tolerance band, the time t₂ fortaking a second measurement, M2 is determined by taking the remainingpressure increase (now reduced as an increase Δp_(T1) has already beenprovided) and halving this pressure (Δp_(T2)), to calculate the time t₂for measurement M2. Again, the pressure is checked as described withmeasurement M1. Similarly, further measurements M3, M4, . . . Mn, withrespective t₃, t₄ . . . t_(n) or Δp_(T3), Δp_(T4) . . . ΔP_(Tn) can becalculated and compared. Due to the tolerance field, the half stepmeasurement will not be necessary when half of the remaining pressureincrease (Δp_(Tn)) is less than 0.1 bar.

B) Measurement with Constant Interval

An interval measurement method, B with constant intervals may also beused in addition, or as an alternative to method A. Depending on theoverall inflation time, t, a measurement of the tire pressure duringinflation at a fixed interval of, for example 60 seconds is nowdescribed. (The length of the interval may depend on the overallinflation time, so that the interval is shorter if the overall inflationtime is shorter). The system is programmed to provide a measurementevery 60 second (or at any other pre-determined time interval).

For example, if the half step measurement method, A determines a firsthalf step measurement M1 after 200 seconds, method B will measure after60 seconds. The half step method. A calculates the time to make the nextmeasurement, M2, whereas method B makes another measurement after afurther 60 second period in accordance with the pre-determined intervalmeasurement. The third measurement point M3 for method A may then fallwithin 50 seconds. As this time is shorter than the defined intervalunder method B there is no need for a further interval measurement undermethod B. Under half step method, A the following measurement point M4should be shorter (if the air flow does not decrease) so there is nofurther interval measurement under method B. If the air flow decreasesgreatly, a further measurement, M_(n) may exceed 60 seconds so that afurther interval measurement under method may be made again.

The advantage of the combination of half step measurement according tomethod A and interval measurement according to method B is that on theone hand the half step measurement provides a procedure with reducedmeasurements while the interval measurement increases operationalsafety. By overlapping both methods, a good compromise betweenmeasurement, duration and reliability is achieved.

Step 7 of the method to calculate the time for inflation to the desiredpressure provides a very safe and reliable monitoring method duringinflation and has the advantage that a failure or leakage can bedetected early on in the inflation process.

Furthermore step 7 may be omitted to save time. In such a case Step 7may then be replaced by a subsequent measurement after inflation iscomplete, as indicated with Step 8 to compare the final tire pressurewith the desired pressure P_(d). If the desired pressure P_(d) isreached, the inflation process is finished. A message may be generatedto this effect for the operator's knowledge. If the desired pressureP_(d) is not reached, the process is aborted and a failure messagegenerated.

In case of that the desired pressure P_(d) is not reached, analternative approach may be to evaluate if the difference between themeasured tire pressure and the desired pressure P_(d) is so small that aleak is not likely. This small deviation may initiate step 1 again aspreviously described. This repetition may result in the desired pressureP_(d) being finally reached.

Given the relationship between pressure and volume, the invention couldbe realized by using volumes calculated from the pressure measurementsand pressure calculations made.

The choice of measurement during inflation depends on how reliable thesystem is, and may rely on how high the manufacturer assesses theprobability of failure of the system to be.

The method described herein provides an automatic monitoring of theinflation process avoiding wasteful TPCS operation in the case of amalfunction/leakage within the inflation arrangement. Thereby the systemcan be adapted for different reliability specifications.

Based on the measurement during inflation, the control unit can activelyadapt characteristic maps or parameters involved in the calculation toprovide a more automated system. Alternatively, the driver may be askedto confirm which tires are mounted on the vehicle before characteristicmaps are used to avoid calculations being based on the wrong tire typeand dimensions.

The position of the sensor 39 in between the junction of the front andrear axle reduces the numbers of the sensors needed to being just onefor at least two tires. Nevertheless, the two sensors with a restrictioncould be installed at any point within the supply circuit withoutleaving the scope of the invention. Using a separate restriction 225increases the pressure differential which, in consequence, increases theaccuracy. The restriction may be omitted by using parts of the supplyline as a restriction itself.

In the shown embodiment the pressure differential is determined by twosensors providing a pressure differential. Alternatively the air flowrated, Q could be determined by using any other means, such as impellerflow meters.

In the described embodiments, some values are calculated by equationswhile others are determined by using characteristic maps. It isenvisaged that any combination of use of equations or characteristicmaps be used without leaving the scope of the invention.

During inflation or deflation the rotatable air passage and throughpassage are charged with a high air flow, but a low pressure level. Thisis caused by the fact that the maximum tire pressure of a standardtractor tire is about 2 to 3 bar while the air supply would be able toprovide 4.5 bar. As a consequence, the seals are pressed into sealingcontact by a low pressure level. Furthermore, this pressure level canvary depending on the tire pressure target value or the required airflow (which can be very low under certain conditions, e.g. if only asmall pressure difference is necessary) so that it is rather impossibleto design a seal which is pressed into sufficient contact withoutexcessive wear for every operating condition. This negatively impactsthe function of the seals in the rotatable passage 240.

To ensure a suitable pressure level in the rotatable passage beforeinflation or deflation of tires, the pressure level in the rotatablepassage is raised by the following method:

-   1. Tractor control unit recognizes the need of pressure adjustment    and the process is initiated.-   2. Second stop valves 223 are kept in closed position 223 a.-   3. Main control valves 221 are adjusted so that tire is connected to    the tractor air supply system 4 and the pressure level within the    rotatable passage 240 (respectively chamber first feed through    chamber 24 a) is raised. This step may be time controlled (by    assuming that after a pre-determined time, the desired pressure    level is reached), or by using pressure sensors 38. Pressurization    continues either until the pre-determined time is reached, or the    desired pressure level is reached. At this stage sealing means 31,    32 are firmly pressed against contact component 30 providing a good    seal between the rotatable and non rotatable parts. This step is    provided both for inflation and deflation of the tires.

If the pressure level in the rotatable passage 21 is within the definedpressure range, second stop valves 223 are then moved to the openposition 223 b.

Main control valve 221 is then adjusted to obtain the desired tirepressure as described above.

The blockage of stop valve 223 prior to any adjustment ensures a highpressure level in the seals and therefore a proper sealing contact.After opening stop valve 223 for starting the inflation or deflation,the pressure level may fall but the sealing contact is still sufficientdue to the preceding blockage.

The method can be used prior to both inflation and deflation of the tirewithout changing any structural components, or steps of the method.

For the rotatable passage of the supply line, this function is notrequired as although third pilot control valve 234 provides a highvolume! in line 44 which is used to move stop valves 223 to position 223b resulting in that the air flow is initially blocked in line 44 so thatthe pressure level in rotatable passage increases rapidly.

Both methods ensure that the rotatable passage and through passagebetween sealing means 31, 32 is pressurized which therefore ensures theintegrity of the seal means 31, 32 with the contact component 30. Thisthus provides a good seal between the rotatable and non rotatable partsof the arrangement before the pressure in the tire is adjusted.

When pressure sensors 38 are provided, the deflation or inflationprocess is only activated when the pressure in the rotatable passage 21is within the defined pressure range. If the pressure level is notmaintained, the system may generate a warning for the driver. Thisensures that that malfunction is detected which increases functionalsafety and efficiency.

In a further embodiment, the stop valves 223 are replaced by lockablecheck valves. These lockable check valves are known in prior art andwork as explained below.

The check valve is spring biased and connected to the control circuit230 for pilot control. For better understanding, the design of thesecheck valves is briefly explained:

Generally the valve comprises a piston-like closure member in form of acone or ball which is biased by a spring. The piston is moved directlyby the supply circuit 220. A further piston (in line with firstpiston-like closure member) is charged by control circuit 230 (alsocalled pilot control). This additional piston acts on the closure memberand is mainly provided to offer a ratio (to enable low pilot pressure)or to avoid any influence from either circuits.

The check valve normally blocks the flow of air from the tire 2 a, 2 b,3 a, 3 b back to the supply circuit 220 to prevent any unmeantdeflation. During inflation, the supply circuit 220 provides a higherpressure (compared to the tire) so that the check valve is openedagainst spring tension. The tire can be charged with air to reach thedesired tire pressure. For deflation, the control circuit 230pneumatically opens the check valve against spring tension so that aircan be discharged from the tire. In this case the spring is designed tobe opened solely by the pressure in the supply circuit 220.

According to the present invention, the design of the known check valvesis changed in the following manner. The spring is designed so that thecheck valve cannot be opened by pressure supplied in the supply circuit220 but only by a pre-determined pressure in the control circuit 230.Referring to the design, the effective surface of the pistons isspecified so that the size on the supply circuit is small compared tothe size on the control circuit and so that the check valve can only beopened (in one direction) by a pre-determined pressure by the controlcircuit 230 but not by the operating pressure in the supply circuit 240.

In the shown embodiment, the invention is realized by installing maincontrol valves 221 and second stop valves 222 in line due to reasonsdescribed above. It is envisaged that the functions of both valves 221,222 could be combined into one valve, either 221 or 222.

The invention claimed is:
 1. A tyre pressurisation arrangement on avehicle in which the pressurisation of the tyre is controlled by avehicle control unit and the vehicle control unit is notified of adesired tyre pressure or desired tyre volume, the tyre pressurisationarrangement comprising a control valve positioned between a vehicle airsupply and the tyre, and a first pressure sensor on a first side of thecontrol valve and a second pressure sensor on a second side of thecontrol valve, and further characterised in that an air flow rate in asupply line to the tyre is established so that the time to pressurisethe tyre to the desired tyre pressure/volume is calculable from the airflow rate, or wherein the time taken to pressurise the tyre to aninterval pressure/volume is calculable, said interval pressure/volumebeing between a current tyre pressure/volume and the desiredpressure/volume, wherein the air flow rate is calculated by taking thepressure differential between the first pressure sensor and the secondpressure sensor.
 2. The tyre pressurisation arrangement as claimed inclaim 1 wherein the arrangement comprises a restriction and the pressuredifferential is measured across the restriction.
 3. The tyrepressurisation arrangement as claimed in claim 1 wherein the controlunit has access to tyre dimensions of more than one size of tyre.
 4. Thetyre pressurisation arrangement as claimed in claim 1 wherein the firstpressure sensor is positioned in the supply line between a front and arear axle of the vehicle and the second pressure sensor is positioned inthe supply line to a left and/or a right tyre of the vehicle.
 5. Thetyre pressurisation arrangement as claimed in claim 1 wherein if thecalculated time to pressurise the tyre to the desired pressure isexceeded, a warning signal is given.
 6. The tyre pressurisationarrangement as claimed in claim 1 wherein if the calculated time topressurise the tyre to the desired pressure is exceeded, the controlunit stops deflation or inflation.
 7. The tyre pressurisationarrangement as claimed in claim 1 wherein the control unit is calibratedto take into account the fluid parameters and/or geometry of componentswithin the supply line in the arrangement during calculations.
 8. Amethod of operating a tyre pressurisation arrangement on a vehicle topressurise a vehicle tyre in which the pressurisation of the tyre iscontrolled by a vehicle control unit and the vehicle control unit isnotified of a desired tyre pressure or desired tyre volume, thearrangement including a control valve between a vehicle air supply andthe tyre, and a first pressure sensor and second pressure sensorarranged on each side of the control valve, the method comprising thesteps of: notifying a vehicle control unit of a desired tyre pressure ordesired tyre volume or range thereof; establishing an air flow rate in asupply line to the tyre; measuring a pressure differential between afirst pressure sensor and a second pressure sensor located on oppositesides of a control valve which is located between a vehicle air supplyline and the vehicle tyre; calculating an air flow rate based on themeasured pressure differential; calculating the time to pressurise thetyre based on the air flow rate; and sending a command from the vehiclecontrol unit to close the control valve when the time to pressurise thetyre is reached.